Railway signaling device



April 24, 1928. 1,667,709

H. SCHIERING ET AL RAILWAY SIGNALING: DEVICE Filed Jul il, 1927 2 Sheets-Sheet 1 mrmu M M.

April '24, 1928. 1,667,709

- H. SCHIERING ET AL v RAILWAY smmmue nsvrcs Filed July 11. 1927 2 Sheets-Sheet 2 Patented Apr. 24, 1928.

"UNITED vs 'r.Ares

"PA-TENT OFF CE. Y

scnninme AND Anrnua'nnmnmnr, or APOLDA, enamel;

. RAILWAY SIGNALING nnvroa.

Application filed July 11, 1927, Serial No. 204,962, and in Germany .Tuly-16, 1e20, I

particularly to a double switch onthe 1000-.

motive, one for the signal: line blocked, and

the other for-the signaltline tree.

The improved device'isi-llustrated on the accompanying drawings, in which Fig. 1

1c shows the same in a side view as mounted on a permanent line, and on a locomotive respectlvely, Fig. 2 is an end view thereof on a somewhat'larger scale, Fig. 3 is a plan view of that part thereof only mounted on the permanent line, while Fig. 4 is on a larger scale a vertical central section through the main part thereof lying on the locomotive, and Fig. 5 is an end view of a detail of Fig. 4.

In front of each fore and main signal on a permanent line 1, a movable bar 2 is arranged transversely to and at the foot of the rails of the permanent line and fitted withtwo upright pins 3, 3", said bar being at one end joined by a link 4 to a T-shaped level 5 fulcrumed on a fixed bolt 6 and connected at its short arms '7 and 8 with wire cords 9 and 10 leading to an adjusting lever 11 to which they are fixed at 12 and 13. Said lever 11 is tulcrumed on a fixed bolt 14. With the wire cords 9, 10, furthermore, the signal arm 15 is connected by means of a lazy tongs-16, the arm 17 of the latter being fixed to the wire cord 9 while the arm 18 is loosely mounted over the wire cord 10. The signal arm 15 is by a connection-rod 19 connected with the free upper end of the lazy tongs 16. By turning the adjusting lever 11, the signal arm 15 is displaced to 'gether with the bar 2. In the drivers stand of the locomotive, according to the present invention, a double turning switch 20 is arranged, of, which the common axle 21 projects in downward direction and carries a horizontaldouble arm 22 which during the run of the locomotive strikes against the abutment-pin 3 underneath and .is thereby turned through 90 in one or the other direction. By said turning,

one of two signal lamps 23, 24 (a red one for line blocked, and a green one for line free) in the drive rs stand is switched-on by 7 means of electric leads connected with the double switch and indicates thus to the driver the actual position assumed by the signal. arm. Said signal lamps are electric glow-lampsinserted lnthe circuit. ot an electric current source 25 in which also the double switch is inserted by means of the electric leads; mentioned. In said circuit,

furthermore. ,audible alarm signals, ,for in-;

stance electric bell's'26, 27 areinserted.

The, double turning switch ,is enclosed by a' casing 28 closed at both ends by covers 29, 30, the switch .being constructed as follows: The two insulating discs 31, 32 fixed in said casing are fitted with metal sectors 33 on which slide contact springs 34, 35. Said metal sectors are conductively connected with terminals 36 to whichthe electric leads aforementioned are attached. The axle 21 extends centrally through said casing 28 and through the insulating discs'31, 32 and has at the .top a fixed knob 37 for manual operation of the switch. Said axle 21 carries further on a square art thereof axially movable spring-pressed coupling members 38, 39 which at their oppositely directed gripping faces 40 engage in sleeves 41, 42 fixed on the axle 21 and carrying the contact s rings 34, 35.

. If y the. adjusted abutment-pin 3 the double arm 22 is turnedin clockwise direction, the lower coupling member 38 causesa rotation of the sleeve 41 whereby'the lower switch is operated for switching-on the red signal lamp 23 (line blocked), 'while the upper switch for the green lamp (line free) 24 remains in its cut-out position as the cou- I pling member 39 slips loosely along the sleeve 42. The driver having then stopped the train, can, by a quarter turn of the axle 21 by means of the knob 37, againcut-out the red signal lamp whereby at the same time the double arm 22 is returned to its original transverse position (Fig. 3). With the signal arm being pulled to line free, the abutment-pin 3 assumes the dotted-line position vshown in Fig. 3 and turns then the double arm 22' incounterclockwise direction whereby the upper switch (for the green lamp) is operated while the lower switch (for the red lamp) remains at rest.

' The bar 2 is fitted with stops 42for ensuring always a correct position of the abutment-pins 3, 3 with reference to the double arm'22. I

The abutment-pin 3 on the other side of the permanent line is provided for locomotives running with their rear end in forward direction and having thus the double arm 22 located at the other side of the permanent line.

What we claim, is

1. In a railwaysignaling device, a double switch on the locomotive of a train, one for the signal line blocked and the other for the signal line free, comprising a casing, two insulating discs fixed in said casing, conductively connected metal sectors and terminals on said discs to which terminals electrio leads are attached, a common rotary axle passing through said discs and proiecting at both ends from said casing, axially movable springmressed coupling members on saidaxle within said casing. oppositely directed gripping faces on said coupling members, sleevesfixed on said axle and engaging with said gripping faces, and contact sprlngs earned by sa1d sleeves and in slidable contact with sa1d metal sectors, the engagement between sa1d sleeves and sa1d oppositely directed gripping faces-being In testimony whereof we have hereunto set out hands. I V

HERMANN SCHIERING." ARTHUR REINHARDT. 

